Ken.W

No, I'm not for sale

Quite an interesting photo, on a number of points. As previously posted, the loco is a 40 (hint, note the larger gap between cab door and radiator grill, also disc headcode which no 37 had), and has a Diesel Brake Tender in front. Yes, the wagon is an HAA, which dates the photo no earlier than '64. From it's condition it appears to be brand new, not a hint of coal dust even inside it! Which suggests the train could be a rake on delivery from the works. Also, at that period the 40 would l expect be vacuum only, so the train would be being worked unfitted, explaining the presence of the brake tender. The freight brake van at the front also suggests the train had a reversal of direction en-route so was running with a brake van each end.

Colton Jn, ECML Selby Diversion - 125 either direction

Yes, they were. However, with the introduction of TOPS the TOPS Code became the defining factor - it was more accurate as it also identifies different combinations of air, vac, and piped only - and sometime after the grey unfitted livery was dropped. By the late 70s all were being painted bauxite when overhauled. I'm puzzled by Porcy's post re a new batch at Shildon in 63 as they should have been grey then, unless of course they were actually a batch of vac fitted ones.

Agree with the above re the radiator louvres being blue. Remember they had great big roof fans drawing large quantities of air through them, so they didn't actually stay that way for very long Also, as the vertical slats are louvres not grills (the actual grills were removed quite early on), when passing through washing plants they were edge-on to the brushes so the faces didn't get cleaned. With the high level of detail on these models, I'm disappointed that the only BR green ones have grills unique to the first 5, which were all allocated to the GE section so well off region for me, and so are unsuitable for renumbering to local ones.

As BernardTPM said above, lighting on first gen diesels was very dim Unless you're planning on running your model in the dark then, from scale viewing distance, if you can see they're lit they're too bright! As an example of how dim marker lights actually were, l once hit a cow at 50mph with a 101, at about 3am in pitch dark. l saw from about 3 yards away! And headcodes were worse still, with only the characters showing through what were effectively blackout blinds.

Yes it does look like a fuel point That wasn't there when l was there in '78 though, as l recall that was the road used for stabling the pilots. The left hand road of the shed still contained a disused set of shear legs

Interesting, are they the ones that had been intended for the proposed Blackpool - Euston services, now aborted l believe?

Presumably you're looking at later diesel days. Hmm, a long time ago now, not sure about the length, but lad say the left hand side (from the rail end) would accommodate two 37s on each road. The shorter right hand side, as l recall, was by then being used for wagon repairs. There was no fueling point, locos were sent to Gateshead for fuel.

Basically yes, Mk4s are compatible with conventional loco haulage, but only from the outer ends of the DVT and TOE vehicles. Remember, the Thunderbirds were initially 47s and latterly 67s. The Electric Train Supply's the standard BR system, though when being diesel-hauled the kitchen needed to be isolated to avoid overload. A 37/4 might manage ETS for a couple of these coaches! The inner ends are a different matter however. The couplers are a form of fixed head buckeye, though different to that on the HST, and not normally compatible with other stock. They do have conventional brake pipes though, not via the coupler. The Mk4 gangway's also incompatible with other stock, besides being wider as mentioned above, there's also locating lugs and sockets in the faceplate and locking clamps on the sides of them. The TOE, besides having conventional draw gear and buffers, has no gangway on the outer end. There's no damper between vehicles, There was one added between coach end and drawbar. For railtours / heritage railway use, there's also the disadvantage of needing the DVT, carrying empty space around. It would only work in push-pull mode with TDM fitted locos. Putting a TOE either end of the set wouldn't work, as it's the DVT that controls the Door Interlock. It's also the only vehicle with a parking brake when the loco's detached. Ken (Cl.91 driver, 1991 - 2019)

Managed to find, from signalling notices on the SRS website, that Norwood and Derwenthaugh were only converted to colour light signalling during 1973, and both those 'boxes remained in use at that time. Haven't been able to find when they did close, but they were still in during the period being discussed. Somewhere, I've a copy of a signal box opening hours book from, l think, the early '60s. It shows that most, if not all, goods lines were closed mid-Saturday till early Monday, as the boxes were closed during those times, including many that couldn't be switched out as they controlled junctions or level crossings.

Maybe, but l doubt it. Of those booked 'via HLB' or timed via Newcastle, only 1 is booked to stop there - 6S32 MO, and this one was 'L' - stops for loco or crew change only. This suggests the others didn't. Plus 6E42 has an L stop at Tyne Yard. Also at that time, there was no driver's depot at Newcastle, it was Gateshead and Tyne Yard and as Gateshead was predominantly passenger work, they were most likely worked by Tyne Yard or Carlisle men. The common factor in those routed via HLB or timed via Newcastle is they're all SO workings, plus the early morning MO 6S32 This was the early '70s, not the modern 24/7 So, freight only routes closed over the weekends and trains routed via the then main line, via Scotswood?

Well, l heard at the weekend that at Newcastle driver reviews are planned to commence for them to start working though to here again from next May

Via HLB - High Level Bridge (Newcastle)

Probably so l think, engine starting was as I've described so couldn't be done with power on one engine

Well, possible (unofficially*) to re-start on the move, but as the master controller would need to be put to EO, couldn't be done with power on as in the post l was replying to saying "as the loco begins to accelerate away" * unofficially as putting it to EO on the move overrode the DSD But after 'SFF' fitted doing so would drop the DSD instead, but in the case of Deltics this didn't come in until after preservation. BTW, Deltic engines didn't 'kick in', it required the driver to start them

Yes that's right, the label clip at left hand end of solebar A red over white label's a Not To Go, so it'd have been 'put off' in a siding

It's ticketed "NOT TO GO" in label clip Got a hot box?

But the master controller had to be at 'engine only' to start an engine On the starting sequence with twin engines, the batteries wouldn't stand turning over both together

Very pleased to see the interest in, and consideration of, the earlier Gloucester wagons. I only got 4 of the current models, holding off from getting more, as although l could do with a full rake, the later Met-Cams just squeeze in at the end of the period l model, so l should have mostly the earlier type. Of the suggestions above, the Palbrick, KR now doing that one. I'd find some Conflat Ls useful though, as were common in my area. Already have 24 of the 24t hoppers - edit - 6 more on order

Hmm, just static models then?

Hmm, that happened with me once... Left on drive at a house in the next street, and the key put through the letterbox And that was with a 2 y.o. Jag being returned from a service Needless to say, the only thing I'd touch Stratstones with again's the business end of a shunter's pole!!!

The Jarrow (formally Perth Green) MRC will be holding their exhibition on Sat 21st 10 am - 5pm, and Sun 22nd May 10am - 4pm. Venue, as changed for last (2020) show, now Primrose Community Centre, Lambton Terrace, Jarrow NE32 5QY.

Not mentioned so far for ex NER shed diagrams are these, also published by NERA. Vol 1 covers the Southern Area, up to Darlington and Tees area, and vol. 2 the northern area. Drawings are A4, or for larger ones fold-out A3 in size, and produced from LNER made originals. (Don't know why they've come out as blue, covers are actually green) As many NER sheds had 'square' roundhouses, often with multiple turntables, the ideas above of a low relief shed across one end onto a cassette fiddle yard would work well here. The OP mentioned a wish to include a 2 road shed and some, like Tweedmouth already mentioned also had a straight shed accommodating locos too large for the older roundhouse turntables. This was notably the case at Gateshead which had a straight 3 road shed actually known as the Pacific Shed as the largest of the roundhouse 'tables were 60 ft. So, a low relief roundhouse could be made with cassettes just long enough for a medium size loco. Another space saving idea from here was that, due to the proximity of triangular junctions to the depot a larger external turntable wasn't needed either. A possible issue of lack RTR of NER loco types has been mentioned, the J27 and Q6 are now available, between them the last pre-group locos on BR, as well as the J72. Most main types are avaible as kits though, especially from the excellent NorthEasternKits from ArthurK in the 'Small Suppliers' section on here, very highly recommended.

Evening Russ, sorry but don't remember if that's true or not Maybe because of the distance of main line running to get it there? Actually, l think l should have put the Gateshead to Berwick distance as 134 miles with an 03... 67 miles forwards.... Plus another 67 miles side to side